Safety signaling apparatus on moving trains



June 22 1926. 1,589,963

H. HELM STADTER SAFETY SIGNALING APPARATUS ON MOVING TRAINS Filed June 27, 1925 Wrwssea June 252, 19.255,

HEINRICH HELMSTADTER OF HAMBURG, GERMANY.

SAFETY SIGNALING APPARATUS 0N MOVING TRAINS.

Application filed June 27, 1925, Serial No. 40,041, and in Germany April 17, 1925.

This invention relates to safety signaling apparatus on moving trains, of the kind in which a signal or signals are given on the train. if a danger signal is passed, a device carried by the train being arranged to engage a track obstruction set by the permanent-way signaling mechanism. The invention provides an automatic safety device of this kind in which the track obstruction is arranged at such a height above the permanent way as to ensure that 1t will not be subject to unintentional pressure or contact, or be liable to have its operation interfered with by snowfalls or other external influences. At the same time the invention provides an arrangement which is of a simple construction that can be readily connected to existing permanentway signals, and conveniently inspected.

A constructional form of the invention is illustrated, by way of example, in the accompanying drawings, in which Figure 1 illustrates the safety signaling apparatus, set for operating the signal on the train;

Figure 2 illustrates the device carried by the train adapted to co-operate with the track obstruction for actuatin said signal, and

Figure 3 is a diagram of electrical con, nections for a train signal electrically operated by the device illustrated in Figure 2..

The invention presupposes the existence of the ordinary permanent-way signals, and provides in combination with a signal post a a track obstruction which, when the permanent-way signal 5 is set at danger, will stand in the path of a device carried by and projecting above the travelling train. a

The track obstruction comprises a striker arm 0 adapted to move transversely over the permanent way, the said striker arm being pivotally attached, at e, to an arm (1 at such a distance from the signal post a that it may hang downwards somewhere near the centre of the track to which the signal I) appertains. The arm (Z extends transversely over the track, and is rigidly attached to the signal post a, as by an extension 9 bent at right-angles to the arm a and brackets f.

Guiding pulleys 7a, 2', are mounted on the arm at and extension 9 for a cord j, which is connected at one end with the striker arm 0 and at the other end with a rope or wire 10 through which the position of the semaphore signal 7) is controlled, this connection being such that, when the signal is set at danger (the position shown in full lines in Figure 1), the striker arm 0 will depend vertically from the arm at, and when the signal I) is set to line-clear, (the position shown in dotted lines in Figure 1) the striker arm 0 will be moved about its pivot e, transversely of the track, out of the path of the signal actuating device carried by the train.

Positive connection between the ropes or wires 7' and 7.: can be effected in any desired manner. In the constructional i'jorm illustrated in the drawing this connection is effected by means of jointly revoluble pulleys Z in located near the lower end of the signal post a, to which respectively the said ropes or wires are connected.

The track obstruction formed by the striker arm 0 previously described stands, when the signal 6 is at danger, in the path of a weighted lever q pivoted at p on the roof of the train, the said lever being provided with a lateral extension or bar '2" at its upper end. The lever q is provided with an arm 6 carrying a weight 8 which serves to hold the lever in an upright position, as shown in full lines in Figure 2, while the train is in motion. If the bar 1* on the lever 9 contacts with the striker arm 0, the said lever will be shifted out of the lastmentioned position into the position in which it is represented in dotted lines in Figure 2, When the weighted arm 5 has thus been lifted, the overweight of the lever (1 will become operative and maintain the said lever in the dotted-line position.

The bar 1 is of electrically conductive material, which, when the lever is turned down, bridges contacts a o mounted upon the roof of the train, preferably above the drivers cab o and thus closes an electric circuit which includes in the manner shown in Figure 3 the signaling device. In the constructional form shown such signaling device comprises both visible and audible signals to or as so located that they will readily indicate to the driver of the train that he has run past a danger signal. The driver is thus given the opportunity of applying the brakes in good time to bring the train to a standstill. If desired the arrangement can be so constructed that simultaneously with the operation of the signals to on the train, the brakes will also be automatically applied.

The contacts for closing the circuit to operate the signals arinay; if desired; be placed inside the drivers cab 0. In such a case spring-controlled rails or the like would be provided on the roof n adapted to contact with the bar r of the-lever 9 so as to operatev suitably protected contacts in the interior ofthe drivers cab. r

In order to restore theleverq to its up right position, a chain or the like is con nected to an arm, 1 fast to the pivot bar 72 of the leveuq and led to a point within convenient reach of the driver, so that by pulling the chain .2, the harp and with it the lever q will be turned until the latter takes up its normal upstanding position, which may be determined by, a stop.

It is to be expressly stated. that the constructional form shown in the drawings given merely, as an example, and that variations in the construction and inthe relative sizes of the respective parts of apparatus may ,be made according to requirements without going beyond the scope of the invention. V

Having described my invention, I declare that what I claim and desire to secure by Letters Patent is:

1. In safety signaling 1 apparatus for a moving train, the combination of a permanent'way semaphore signal and signal post, a signaling device on the, train, a normally open electric circuit including said signaling device, a. two-armed lever pivotally mounted on the train a weight on one of said fllil'lS adapted to normally retain the other arm in an upstanding position abovetheroof of the train, a bar on said other arm auaptedto ellect closure of the electric circuit when that arm is turned against the action of the weight, a bracket on the signal post extending transversely over the track a striker arm pivotally connected to the bracket and normally depending therefrom into the path of the upstanding; lever;ar1 n onthe train, a semaphore operating pulley, and a positive connection between said pulley and striker arm adapted to movethe striker arm out of the path of the lever-arm when the signal is set to line-clear. Y

2. In safety signaling apparatus for a moving train, the combination of a permanent-way semaphore signal and signal post,

,a signaling device outhe train, an electric arm in an upstanding position, a contact bar on said other arm adapted to bridge the terminals and overbalance the weight when the lever is turned against the action of the weight, a bracket on thesignal post extend ing transversely over the track, a striker arm pivotally connected tothe bracket and normally depending therefrom into the path of the upstanding lever-arm on the train, a semaphore operating pulley. and a positive connection between said pulley and striker arm adaptcdvto move the striker arm out of the path of the lever-arm when the signal is set to lineclear.

3. in safety signaling apparatus for a moving train, the combination of a permanent-way semaphore signal and signal post, a signaling device on the train, anelectric circuit including said signaling device, circuit terminals located on the roof of the train, a two-armed lever pivotally mounted on said roof, a weight on one of said leverarms adapted tonormally retain the other arm in an upstanding position, a contact bar on said other arm adapted to bridgethe terminals and overbalance the weight when the lever is turned against the action of the weight, a bracket on the signal post extend ing transversely over the track, a striker arm pivotally connected to the bracket and normally dependingtherefrom into the, path of the upstanding lever-arm on the train, a semaphore operating pulley, a positive connection between saidpulley and striker arm adapted to move the striker arm out of the path of the lever-arm when the signal is set to line clear an.d means operable within the trainto restore the contact-bar lever-arm to its upstanding position.

In testimony whereof I have aliixe'd my signature hereunto.

HEINRICH H'ELMSliiDTER. 

